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A 40 kWh battery gives a range of 300 kilometers (WLTP). The Renault comes with a choice of two battery packs and two engine capacities. The steering is not overly light and offers enough feel to position the car accurately. This allows you to drive normally over thresholds and bumps and potholes are neatly removed. The suspension is not stiff, as is often the case with many other (heavy) EVs. It is quite agile and manoeuvrable, making it a very pleasant car to drive. If you switch from another electric car to the Mégane, you immediately notice that it is certainly not a tough guy. If you come from a petrol car, you will notice that you are driving a few more kilos. The ID.3 with almost the same battery capacity weighs about 150 kilos more.ĭo you notice this while driving? Yes and no. The weight of the car is therefore not too bad: 1,640 kilograms. The battery pack is of course located in the bottom, and thanks to the use of new and thin batteries, it takes up 40 percent less space than with the Zoe. The Mégane is based on the new modular CMF-EV platform, which has been specially developed for electric cars. Despite its compact exterior dimensions, there is enough space in the interior thanks to a generous wheelbase of 2.70 meters. As with the German, the wheels of the Mégane are placed at the extreme corners of the car. With what then? Well, the Volkswagen ID.3 for example, which is only five centimeters longer. But like I said, you shouldn’t compare it with that. With a length of 4.21 meters, it is almost 15 centimeters shorter than the regular Mégane. The French EV is not a traditional hatchback, but you can’t call it a crossover either. If you take a look at the photos, you will immediately see: the car looks completely different. We don’t have to tell you that the Mégane E-Tech Electric has nothing to do with the regular version. In fact, the regular Mégane will remain available next to the electric variant, but only as a station wagon version. The electric Mégane E-Tech is a completely new model, which has nothing to do with the traditional variant with an internal combustion engine. The model name suggests that Renault has provided the current generation of the Mégane with an electric powertrain, as Volkswagen already did a few years ago with the E-Golf and Kia with the e-Niro. After ten years, the Zoe finally gets a big electric brother: the Renault Mégane E-Tech Electric. With 71,579 copies, the Zoe was the third best-selling EV in Europe in 2021.

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That helps with rapid-recharging time.Renault knows how to build and sell an electric car. It's also efficient on its not-very-large battery.

Multi-link suspension gives it both responsive cornering and a very quiet, refined – although not that soft – ride. Still, the 220bhp version's performance is lively and the steering quick. It lacks the involvement of a good sporty petrol hatch. Renault likes to call the Megane an 'electric GTI'.

But then Renault has already sold 400,000 electric vehicles, mostly Zoes, across most of a decade, and they've run six billion miles, all connected back to the Renault mothership for analysis of battery and owner behaviour. The main impression is of a really mature product. And if you're an Appleist, it runs CarPlay too.

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The screens run on the Android Automotive operating system, but skinned in a Renault-specific way. But the Megane has both a big twin-screen layout and not-ungenerous rows of physical controls.

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We've had a lot of beefs with EV dashboards: some rely too much on touchscreens, some deprive the driver of a proper instrument panel. That translates into a WLTP range figure of 280 miles. That means a motor of 220bhp, a battery of 60kWh (220bhp only) and DC rapid charging. But for the moment the UK range is simple: the biggest helping of everything. In France there are two motor outputs and two battery energies, and even two charging speeds. The Megane is front-drive only, which gives it a bigger boot than the VW ID.3. So the 'base' car was quietly shuffled off to oblivion. Then in mid-2020 Renault got a new boss, Luca de Meo, and on his second day he looked at prototypes of both and said 'just make that one'. 'The finance department didn't think much of the sports version,' says van den Acker. They actually designed two versions of this car: the regular hatch and a sporty one, with widened arches and more aggressive bumpers. 'An electric vehicle needs to be super-fluid and aerodynamic or you don't get anywhere.' Its roof height is lower than a VW ID.3. Renault's design chief Laurens van den Acker argues it's not an SUV despite the black wheel-arch extensions.